Railway-brake.



N0. 670,419. Patented Mar. 26, 190'. A. DUPPLER.

RAILWAY BRAKE. (Application flied Oct. 17, 1900.

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- No. 670,419. Patented Mar.'26',l90|.

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RAILWAY BRAKE.

(Application filed Oct. 17, 1900.)

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NITED STATES ANTON DUPPLER, OF JERSEY CI'IY, NEW JERSEY, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO PHOEBUS H. ALEXANDER, OF NEW YORK, N. Y., AND COMPOUND MAGNET BRAKE COMPANY, OF NEW JERSEY.

RAILWAY-BRAKE.

SPECIFICATION forming part of Letters Patent N 0. 670,419, dated March 28, 1901.

Application filed October 1'7, 1900. Serial N 0. 33,367. No model.)

To all whom it may concern:

Be it known that I, ANTON DUPPLER, a citizen of the United States, residing at Jersey City, in the county of Hudson and State of New Jersey, have invented an Improvement in Railway-Brakes, of which the following is a specification.

The object of my invention is to provide for the application upon a car or series of cars of a manually-operated braking mechanism arranged to cooperate with an electrically-operated braking mechanism in the following waythat is to say, a movement of the common handle for controlling both systems applies a moderate braking effort through the hand operated mechanism. The further movement of such handle cuts in the electrically-operated braking mechanism without in any way further affecting the hand-operated braking mechanism until the full power of the electrically'operated braking mechanism has been applied, and then a still further movement of such handle increases the braking effort applied by the hand-operated braking m echanism,wl1ile the electrically-operated braking mechanism still remains at its maximum. It is of course immaterial Whether the effort applied by both mechanisms be exerted upon the same or upon different brakingshoes, and while in the accompanying drawings I have shown both systems as applied to a common set of braking-shoes I do not, however, limit myself to that arrangement. I have found that by the use of a series of magnets with their armatures normally spaced at unequal distances from such magnets and operating in such a way that such armatures contact with their magnets seria-t'im in the application of the braking effort a mechanical pawl for holding the brakes at any point to which they have been applied may be dispensed with, as the very nearly closed magnetic circuit between the armature and its magnet last to come in contact tends to maintain such brakes at the point to which they have been thus applied, the effort which is required to rupture such nearly-closed magnetic circuit operating to maintain such brakes at that point in their application where the last armature has contacted with its magnet. I have also found it desirable in arrang-' ing such armatures and their magnets to so assemble them and connect them to a com mon support and to a common actuating de-' vice that any one of such armatures or any one of such magnets may be removed from the system without disturbing any of the remaining armatures or magnets or their operative connections. By this'arrangement inoperative or defective parts may be readily replaced without disturbing the other operative features of the mechanism.

In another pending application I have shown a system of braking in which the energizingcoils of the electrically operated braking mechanism are located in series, and for regulating the braking effort I regulate the potential of the current supplied to the terminals of such energizing-coils. I have found that it is often desirable to omit some of the coils, except in cases of emergency where they may all be needed. For that reason I arrange such energizing-coils in parallel, and as each energizing-coil is cut into circuit it is retained in the energizing-circuit until the release of the brakes by means of the handle, when they are cut out of circuit, the energizing-coils are cut in sert'ctttm, and of course out out in a similar way, but in the reverse order. Each one of such coils, of course it will be understood, is wound to stand the full potential of the supply-circuit, and the point to which the brakes are drawn, as well as the braking effort, is regulated by the number of coils cut into circuit. When the euergizing coils are connected up in parallel, the burning out of any one coil does not render the others inoperative.

The accompanying drawings, illustrating my invention, are as follows:

Figure 1 is a side view, and Fig. 2 a plan view, of a portion of a car with my braking system applied to a' single pair of wheels on such car. In each of such figures only such parts are shown as are necessary to indicate 5 Figs. 3 and L are really-operated mechanism as viewed from the l a connection is made to the contact-spring s,

top and side of the car, while Fig. 5 is a vertical transverse section taken along the line a: 'y of Fig. 3. Fig. 6 is an elevation showing diagrammatically the arrangement of the actuating devices of my braking mechanism as they would appear if removed from the car and supported in operative relation to each other and as viewed from the right in Figs. 1 and 2. Fig. 7 is a plan view of the mechanismcarried by the shaft 0 Fig. 8 is a diagram matic view of the energizing-coils of my braking-magnets and of the circuit connections thereto.

Similarletters refer to similar parts throughout the several views.

Referring to the drawings, A represents the platform of a car, from which there may be suspended in any suitable way the case 0, containing the electrically-operated mechanism consisting in a series of magnets and armatures. W W are the wheels of the car, to which the brake-shoes are applied in the manner and by mechanism yet to be explained for producing the braking effort. The brakeshoes f are secured to a brake-beam a which may receive any suitable support of the character found in brakes generally. From a point near the center of this brake-beam a and pivoted thereto there extends a connectinglink (H, which in turn is pivotally connected with the lever a. This lever a is pivotally supported at f, from the under side of the car by means of any suitable mechanism, so as to swing in a practically horizontal plane. From this lever (L6 there extends a rod a, pivotally connected therewith and connected at its right-hand end to a chain 0, arranged in the usual way to be wound upon the lower end of the brake-spindle b, which is rotated in the manner to be explained. It is desirable to provide this brake'spindle l) with a ratchet-wheel w, rigidly secured thereto, and a suitable pawl 19, cooperating with such ratchet-wheel w in the well-known way. In case of a failure of the electrically-operated system the ratchet-wheel w and the pawl 19 may be used in the ordinary way to lock the brakes to any point to which they have been applied by means of the hand-operated mechanism. A brake-staff I), provided with a handie 7t, is supported in any suitable bearings, and upon this brake-stall b there is secured the gear g, engaging the rack g on the bar a. A slot 2" in the left-hand end of this bar ct is provided in order that this bar a may move longitudinally over a considerable portion of its throw without carrying with it the contact-making bar a This contact-bar a has two pins Z 7 extending therefrom, working in the slot t" in the rack-bar a, and by means of which the horizontal movement of this rack-bar a is communicated to this contact-bar a One terminal of each of the energizing-coils M M M M for the magnets contained in the case 0 is connected to the source of electric energy E, from which also all as clearly indicated in diagram in Fig. 8. The other terminal of coil M is connected with the contact 5, of coil M with the contact 8 of coil M with the contact 8 and of coil M with the contact 3 whereby when the gear g is rotated clockwise from the position indicated in Figs. 1 and 2 each one of the energizing-coils M M 111 M is connected in circuit with a source of electric energy B and in the order named. Each one of such energizing-coils when it has been cut in is rctained in operative circuit until by the return movement of the gear q it is cut out of circuit and the brakes are released. This gear g meshes in turn with a gear 9 (not seen in Fig. 2, but seen in Figs. 1 and 6) and located immediately beneath the gear g and of the same size. The gears g and g" are secured rigidly upon the shaft The gear 9 engages in turn the gear 1 rigidly secured upon the brake'spindle I). A projection g, formed on this gear g prevents a complete rotation in either direction of the gear g and serves as a stop to limit the motion of the handle 71 and the spindle Z), in the manner clearly indicated. Immediately above this gear there is shown a sector (1 rigidly secured upon shaft 11 The outer periphery of this sector g cooperates with the sector q, rigidly sc cured upon the brake-spindle (1' in such a way as to prevent the rotation of the brakespindle I), while the sector g engages the sector q. As indicated in dotted lines in Figs. 2 and 7 there are no teeth upon the gear g over that portion of the periphery -thereot' immediately beneath the sector The op eration of this portion of my braking mechanism is as follows: Starting with the several parts in the positions indicated in Figs. 1. and 2 a rotation of the handle h over to the right carries with it the gear g, which in turn causes a rotation to the left, as seen in Fig. 2, of the gear g and also causes the rack a to move to the right, as seen in Fig. 2. The rotation of the gear 9 over to the left imparted to the gear 9 until that portion of the gear where the teeth are omitted comes opposite the gear g At thistime, however, the locking-sect-or (1 has so engaged the concave portion of the periphery of the locking-sector (1 as to prevent a backward rotation of the gear g thus holding the brakes firmly in the position to which they have been carried by the rotation of this gear g A further rotation of this gear 9 over to the left by the movement of the handle it over to the right does not cause any further rotation of this gear g until that portion of the gear g (seen to the right of the sector (1 in Fig. 2) comes opposite the gear 9 Just as the blank section on the periphery of the gear g comes opposite the gear g and just as the locking-sector g engages the locking-sector q the left-hand end of the slot i in the rack-bar ct engages the left-hand pin Z, projecting from the contact-bar a so that from this point on the rotation of the handle it results in a movement to the right of the contact-bar a This contact-bar a is extended far enough to the left, as indicated in Fig. 2, so that such bar shall always remain in contact with the contact-point s from the commencement of the movement to the right of such contact-bar 0. until such bar has reached its extreme righthand position. The arrangementis such, as will at once be seen, that the rotation of the handle it from its starting position over to the right results, first, in bringing the contactshoes f firmly up against the wheels W, where they are firmly held at first by the lockingsector g engaging the locking-sector q. A further rotation of the handle it over to the right serves to cut in seriattl'm the energizingcoils l M M M of the magnets contained in the case 0, the action of which is to increase very greatly the pressure of the shoesf upon the wheels W,without, however, applying any braking effort by means of the hand-operated mechanism until all of the energizing-coils contained in the case 0 have been cut into operative circuit. Then a still further movement of this handle over to the right, while in no way afiecting the electrically-operated braking mechanism, which remains at its maximum, serves to apply the full power of the hand-operated braking mechanism. This sequence of events is of course inverted upon a reverse movement of the handle it. A rod a is arranged to be actuated by means of the magnets and armatures in the case 0, in the manner to be explained, and is connected with the lever 0. pivoted at 25 Pivotally connected to this lever a is seen a link a of such a conformation that when the rod a is moved to the right by means of the mechanism in the case 0 this link a is moved first upward by sliding upon the fixed pin e, and then to the right, all as seen in Fig. 2. The lever (t is moved over to the left on the pivot 6 during the first part of the motion of the handle it and before the mechanism in the case 0 is actuated, which results in the pin 6 being moved just to the right of the hook formed on the upper surface of the link a before this link a is operated. Thus by means of the normal operation of the link a the lever a is engaged, and as the rod 0. is moved to the right a braking eifort is applied to the wheels of the car through the mechanism already described. The result of this construction, it will at once be seen, is that when the electrically-operated mechanism is not operating it is entirely detached from the braking mechanism of the car and the amount of motion to be provided for in the electricallyoperated mechanism is thereby greatly lessened. Upon the return of the braking mechanisms to their normal posit-ions (indicated in Figs. l and 2) the link 0, isreturned to the position shown in Fig. 2 by engaging the fixed pin c seen at the left-hand end thereof.

1 will now describe the system of magnets and armatures contained in the case 0, referthat such magnets may be first inserted between either of the rods 0, and an adjacent redo. and then turned slightly so that the notches in the ears will engage the rods a, when the openings in such notches may be closed by means of plates, as indicated at v in Fig. 5, whereby the magnets m m m m are securely held upon the rods 0,. For securing these magnets m m m m in any desired position longitudinally upon the rods a, I make use of split clamping-pieces k k 70 arranged by means of screws to be rigidly clamped in the manner indicated to such rods a These clamping-pieces k k k k are arranged to fit nicely between the ears on the magnets m m m m respectively, whereby such magnets are held in any desired position longitudinally on the rods a A' similar means for supporting the armatures d d d d from the rods a is noted in Fig. 4. It is desirable, however, that these armatures d d d d shall be capable of longitudinal movement upon the rods 0 For that reason clamping-pieces]j j j are provided on one side only of the armatures d d d cl in such a way, as clearly indicated also, that while each armature is being operated by its corresponding magnet it forces the rods a through the openings in the ears on the armature or armatures of the preceding or lower magnet or magnets. Each armature, however, as it is drawn toward its magnet serves to move the rods a a short distance downward in Figs. 3 and 4 or to the right in Figs. 1 and 2, whereby there is successively applied to the rods a the motion of each of the armatures d d d d acting seriatim, the maximum movement of the rods a being that required to bring the armature d from the position indicated in Figs. 3 and 4 into contact with its corresponding magnet. The rods a are suitably secured to the ends of the case 0. Suitably secu red upon these rods a and within the case C are seen two plates Z, through which holes are provided for the longitudinal movement of the I'OdS CL in such a way that such rods a are guided in their longitudinal movement by these plates Z. These rods a are connected together at their upper ends by means of a bar t', to which in turn there is rigidly secured,by means of threads and nuts, in the manner-indicated in Figs. 3and 4, the right-hand end of the rod 3, as seen in Figs. 1 and 2, by means of which the movement of the armatures d d d d is imparted to the system of levers already described, and finally therethrough to the brakebeam a in the manner already fully described. A rod a leads to the other end of the car for performing the same functions as are performed by the rod ct.

In operating my braking mechanism the handle it, as Will be at once understood, first applies a braking effort through the chain a, connected to the lower end of the brake-spindle b and the rod a, connected to such chain and also to the lever a, the motion of which in turn, by means of the connecting-link a is imparted to the brake-beam a The arrangements and proportions are such that by the time the bar a has been advanced by means of the cooperation between the gear 9 and the rack g on such bar, so that the lefthand end of the slot Z engages the left-hand pin Z 011 the contact-bar a there has been applied to the wheels WV a moderate braking effort through the hand operated braking mechanism, in the manner already described, which may be just sufficient to bring the brake-shoes f firmly up against the wheels IV. At this time the lockingsector g engages the locking-sector q in such a way as to prevent the backward movement of the brake-spindle I), while a still further forward movement of the handle h applies only the braking effort through the electrically-operated mechanism, in the manner already eX plained, until all of the energizing coils M M M M of the electrically-operated braking mechanism have been cut into circuit. Then at this time the locking-surfaces (1 and q are disengaged, and the further movement of the handle it serves to apply a braking effort through the hand-operated mechanism, while the electrically-operated mechanism remains at its maximum. This last application of the hand-operated mechanism I have found very desirable in the case of a failure from any cause of the electrically-operated braking mechanism.

Attention is called to the fact that in the electrically-operated braking mechanism each coil is subjected to the full potential of the source of electricity B, whatever it may be, and that any desired number of the energizing-coils may be cut into circuit and that there is no tendency to apply the brake-shoes more forcibly than they are applied by the last armature coming in contact with its magnet. By this arrangement I have found that the brakes may be much more satisfactorily applied in extreme conditionsthat is, a very heavily-loaded car or a car that is very lightly loaded-in this much, that the difficulties resulting from a series arrangement of the energizing-coils are largely overcome by placingthe coils in multiple or parallel. In the series arrangement there is a strong tendency to draw the brake-shoes clear up to the point where the last armature comes in contact with its corresponding magnet. This oftentimes results in a skidding of the wheels, while with the arrangement herein shown and described the tendency to effect a maximum movement of the brake-beam maybe avoided.

What I claim is 1. In combination with a hand-operated braking mechanism and a handle or lever for operating the same, an electrically-operated braking mechanism, and means whereby the movement of such handle first appliesa moderate braking effort by means of the handoperated braking mechanism, and then cuts into operative circuit the energizing coil or coils of the electricallyoperated braking mechanism, and gradually increases the braking effort of the electrically-operated braking mechanism without adding to the braking effort of the hand-operated braking mechanism.

2. In combination with a hand-operated braking mechanism and a handle or lever for operating the same, an electrically-operated braking mechanism, and means whereby the movement of such handle first brings the brake-shoes firmly against their cooperating brakingsurfaces by means of the hand-operated braking mechanism, and then cuts into operative circuit the energizing coil or coils of the electrically-operated braking mechanism, and gradually increases the braking ef' fort of the electrically-operated braking mechanism without adding to the braking effort of the hand-operated braking mechanism.

3. In combination with a hand-operated braking mechanism and a handle or lever for operating the same, an electrically'operated braking mechanism, means whereby the movement of such handle first applies a moderate braking effort by means of the handoperated braking mechanism, and then cuts into operative circuit the energizing coil or coils of the electrically operated braking mechanism, and gradually increases the braking effort of the electrically-operated braking mechanism without adding to the braking effort of the handoperated braking mechanism, and means whereby the further movement of such handle, after the maximum braking effort has been applied by the electrically-operated mechanism, increases the braking effort applied by such hand-operated braking mechanism.

4. In combination with a hand-operated braking mechanism and a handle or lever for operating the same, an electrically-operated braking mechanism, means whereby the movement of such handle first brings the brake-shoes firmly against their cooperating braking-surfaces by means of the hand-operated braking mechanism, and then cuts into operative circuit the energizing coil or coils of the electrically-operated braking mechanism, and gradually increases the braking effort of the electrically-operated braking m echanism without adding to the braking effort of the hand-operated braking mechanism, and means whereby the further movement of such handle, after the maximum braking effort has been applied by the electrically-operated IIO energizing-coils of such magnets may be cut into operative circuit seriatt'm beginning with the magnet whose armature is nearest thereto, and each one of such magnets retained in its operative circuit until, at the time of the release of the brakes, all the energizing-coils of such magnets that have been cut into circuit are cut out of circuit'sem'atim in the reverse order.

ANTON DUPPLER.

Witnesses:

WM. E. KREY, ALBERT Goss. 

